Train-control system



E. J. BLAKE.

TRAIN CONTROL SYSTEM.

APPLICATION FILED OCT-31,1918.

Patented July 4; 1922.

3 SHEETS-SHEET l.

INVENTOR. J/ smmm.

A TTORNEYS.

E-J. BLAKE.

TRAIN CONTROL SYSTEM.

APPLICATION FILED ocI. 3I, I918.

3 SHEETS-SHEET 2.

77b 75c 5' 2 7d: 71/ 07 b v 756 77 76 d 1 768 6d 77/ 76a 7 a ATTORNEYS.

- Patented July 4, 1922 E. 1. QLAKE.

TRAIN coNTr'wL'sYsTm APPLICATION FI LED OCT- 31,1918.

Patented July 4, 1922.

3 SHEETS-SHEET 3.

IN VEN TOR.

A TTORNEYS UNITED STATESPATENT OFFICE.

ELI J. BLAKE, OF BUFFALO, NEW YORK, ASSIGNOR TO HALL SWITCH & SIGNAL CO., A CORPORATION OF MAINE.

TRAIN-CONTROL SYSTEM.

Application filed. October 31, 1918.

To (1U, "Il 1 0m it may concern Be it known that I, ELI J. BLAKE, a citizen of the United States, residing at Buffalo, New York State, have invented certain new and useful Improvements in Train-Control Systems, of which the following is a specification.

This invention relates to means for automatically controlling the speed of moving vehicles.

Une object .is to provide a simple and reliable means to accomplish the above purpose.

Another object is to provide means where by a multitude of different speed controls may be obtained.

it. further object is to provide means for accomplishing the above purpose whereby failure of any essential part of the apparatus will arrest the progress of the vehicle.

lVith these and other objects in view which will be apparent from the following I will now proceed to describe my invention.

Fig. 1 is a side elevation of one form of speed control apparatus.

Fig. 2 is a diagram showing the method of duplicating the speed control.

Fig. 3 is a perspective sketch of a vertical tripper adapted to be placed along the running track.

Fig. l is a detail of means for electrical control of the mechanism.

l ig. 5 is a side elevation of the apparatus showing means for controlling thesame electrically.

Fig. 1 of the attached sketches shows the principle features of the tripper operated,

ing with a loose wheel 6 on the shaft 10, on

which is mounted a pawl 11 engaging a ratchet l2 which is keyed to the shaft 10.

7 is a second gear keyedto the axle 2 8115 driving a loose wheel 9 on the shaft 10 through the intervening idle gear 8. The

loose wheel 9 carries a pawl 13 which engages the ratchet 12, but revolves in a path which clears the pawl 11. It is evident that the shaft 10 will revolve always in the left hand direction, irrespective of the direction of rotation of the axle Specification of Letters Patent.

Patented July 4, 1922.

Serial No. 260,506.

1.4 and 15 area pinion and gear preferably arranged to be conveniently replaced by another pair of slightly different ratio in order to adjust the angular travel of the shaft 16 to a definite proportion with the linear travel of the wheels when their diameter has been reduced by wear or turning.

17 is a pinion engaging a loose Wheel 18 connected to the shaft 19 by a friction clutch 20.

21 is a pinion keyed to the shaft 19 and meshing with the sector gear 22. 23 is a cam member keyed to the shaft 2-1. and adapted when raised, to force the sectorgear 22 to the position shown, and no farther though the stroke of the cam member may exceed the necessary stroke for forcing the sector gear to its extreme position.

25 is a crank keyed to the extension of the shaft 24 outside of the casing 1. It is lifted by tension spring 26 and pulled down by a link 27 connected to an extensionof the shoe 28 which is pivoted at the side-of the, can.

29 is a tripper, mounted beside the track on a shaft 30. It is normally raised into the.- path of the shoe 28 by a spring 31, and recam member 23 and the sector gear 22 to' the position shown in the sketch.

The magnet 33 may be controlled by any suitable means to release the latch 32 at such times as it is proper to allow the car to pass the tripper 29 without actuating the stop mechanism. In the case illustrated it receives its energy from abattery 3 1 through the contact points of a relay 35 which in turn receives its energy from a battery 36 over the rails 3'7 and 38 of a block section in advance of the tripper 29. The block section is shown short. circuited by a pair of wheels 39, so that the relay 35 is open and the latch 32 engaged.

40is a cam keyedtto the shaft 19, shown at the extreme right hand limit of its travel, with thestop pine-2, which projects from the rear of the cam resting against a projection ll on the back of the casing 1. At its-oppo- 43 is a follower arm pivoted at 44 and carrying the insulated contact studs and 46 47 is a time arm attached to the sector gear 48 and carrying an insulated contact member 49. A spring 50 attached to the sector gear 48 tends to maintain contact between the members 49 and 45.

The sector gear acting through the pinion 51, the ratchet 52, the gears 53 and 54 and the pinions 55 and 56 drives a centrifugal governor 57 when the sector revolves in a right hand direction; but drives only the pinion 51 and the ratchet 52 when revolving in a left hand direction. Thus when the follower arm 43 is depressed the time arm 47 follows at a speed limited by the governor 57 but when the arm 43 is raised the arm 47 is free to be raised, opposed only by the spring 50.

The time arm 58 carrying the contact member 59 is controlled by a train of wheels and a governor differing from those last described only in the fact that its governor is adjusted for a slightly higher speed limit in following downward movements of the arm 43.

Downward movements of the arms 47 and 58 are limited by stop pins 60 and 61 respectively at a point just short of the extreme travel of the follower arm 43.

The arm 43 at its lowest position rests against a latch (52. W hen the latch is lifted by the plunger magnet 63 .it raises the arm 43 snfliciently to bring the studs 45 and 4G in contact with the members 49 and 59 when the latter are at their lower limits of motion.

The magnet 63 receives energy from the battery 64 through a centrifugal contact device 65 adjusted. to close only when the train is practically at rest.

The contact stud 45 and the member 49 control the tlow of current from the battery 64 to an indicating lamp (56 placed in view of the engineman. The contact stud 46 and the member 59 control the flow of current from the battery 64 through a magnet valve (37 connected to the air brake system in such a manner that interruption of current in the magnet valve will result in the application of the brakes.

The parts that have been described operate in the following manner:

The tripper 29 is located in the rear of the entrance to the block which it protects by the maximum distance required for bringing a train to rest. l/Vhen the block is unoccupied the relay 35 is closed and the latch 32 is raised so that the tripper 29 can be depressed. Under this condition the mechanism on the car is not affected by its passage over the tripper. But if the block is occupied the relay is open; the latch 32 is engaged and the shoe 28 is raised during its passage over the tripper forcing the cam 23 and the sector gear 22 to the position shown in F 1. When the tripper has been passed the cam 23 is retracted by the spring :26 and. the sector gear 22 is left free to follow the movements of the pinion 21, on the shaft 19. The gear 18, acting through the friction clutch 29 now drives the shaft 119 with the attached cam 40 in a left hand direction at a rate proportional to the speed of the train so that the cam advances through a definite angle for each foot traversed by the train. (The word train is here employed in a general sense to signify a car or locomotive or an assemblage of cars and locomotives). The position of the cam at any instant then corresponds to the distance traversed by the train after passing the tripper.

As the cam 40 revolves the follower arm 43 drops at a rate depending on the speed of the train and the obliquity of the cam at the point of contact with the follower. So long as the speed does not exceed the limiting speed of the time arms 47 and 48 the contacts 45-49 and 4659 remain closed. The lamp 66 remains lit and the magnet valve 67 is energized until the time arm sectors strike the stop pins (30 and 61. The lamp is then extinguished, the magnet valve re leased and the brakes applied. But it the follower 43 drops at a speed exceeding the speed limit of the time arm 47 the contact 4-549 will open and the lamp (36 will be extinguished, arning the engineman that he is approaching the speed at which the brakes will. be. applied; and at a slightly higher speed the contact 46-59 will. open releasing the magnet valve 67 and causing the brakes to be applied.

VJ hen the train has practically come to rest the centrifugal contact (55 closes causing the magnet as to raise the latch (52. if the follower arm 43 is at the lower limit of its stroke it will be raised slightly and retained by the latch (52 until it has been lifted again by the cam 40, allowing the latch (52 to drop to its normal position. The slight lifting of the arm 43 closes the contacts 45 49 and 46-59, restoring current to the lamp 66 and the magnet valve (37. The train now free to proceed. The cam 40 having reached the limit of its motion, with the stop pin 42 resting against the back ol the projection 41, will remain stationary F0 that the friction clutch 20 is obliged to slip as the gear i8 revolves.

it is evident that the train speed, at any given distame beyond the trhaper, which will cause an automatic application of the brakes can be determined by giving the :am 4d a suitable obliquitv at the corresponding point of its circum'l erence. For example the speed at each point may be the highest speed that will permit of bringing the train to rest at the entrance to the occupied block, in

which case the automatic application will occur only when it would otherwise be impossible to stop the train without entering the occupied block. If it is desired to enforce a constant speed limit, irrespective of distance, the cam 40 can be given a corresponding form.

liurthermore, several cams of diiferent forms eachassociated with its own follower and timeiarms, may be mounted on the same shaft 19, and means maybe provided for selecting the cam which willcontrol the train at the passage of any given tripper location. Figure 2 is an example. The casing 1 is shown diagrammaticallyseparated from the .axle 2 on which it is actually mounted as in lfigure 1. Five cams 40 40", etc. are shown mounted on an extension of the shaft 19. Associated with the cams, as in Figs 1, are the follower arms 413, 43, etc., and the time arms 58, 58, etc. The time arms 47 are omitted for clearness. Associated with each cam is a relay 68 having one contact 69 in series with its own lifting coil and one arm 70 in multiple with thecontact on the time arm '58. It evident that so long as the relays are energized the contacts on the time arms 58 are without effect on the magnet valve 67. But if any relay is released it will remain open. Breaking of the time arm contact on the corresponding cam will then re lease the magnet valve 67 and cause the brakes to be set. A similar arrangement of circuits would evidently apply to the time arms 17 and the indicating lamp 66 which are not shown.

Two shoes 28 and 28 are mounted on opposite sides of the train and arranged to be displaced either inward or outward according to the direction of the end approaching the trippers 29 and 29 which are also arranged in a vertical position as shown in Fig. 3. The tripper shown in Fig. 3 is identical in principle of operation as that in Fig. 1 and needs no further description. Movement of the shoes is communicated by jaws on their upward extension to the cams 71 and by them to the lever 72 so that deflection of either shoe inward or outward will result in pulling the link 27 and setting the apparatus in motion as in Fig. 1.

There are also attached to the upward extension of the shoes 28, two rods 73 each of which carries three insulating members 74 adapted to slide between the pairs of normally closed contact springs 7 5, 76, 77 and 78. The latter are arranged in groups of three corresponding to the outward, central and inward positions of the shoes 28, one of the three pairs in each group being always held open by an insulating member 74.

Current from the positive pole of the bats tery 64 passes through the contact springs 75 or 76 to the coil of relay '68"; thence through the relay contact -69 and contact springs 77 or 78 to the negative pole of the battery 64. If both 75 and 76* are open,

that is, if the shoe 28 is deflected inward with the shoe 28* normal; or if both 77 and 78 are open, that is itthe shoe'28 is deflected inward with theshoe 28 normal, then the relay 68 will open and the contact on the time arm 58 will control the magnet valve -67, and thus the air brakes. Similarly each of the relays 68 is connected to respond to one combination of -deflect1ons at the shoes 28 and 28, V12: one inward and one neutral,

one outward and one neutral, one inward and one outward, both inward, and both of trippers at a given location the trippers will select the cam and thereby the manner in which the train isto be controlled. For

example cams maybe adapted to level track. two degrees of up gradient, and two degrees of down gradient. "01' they maybe arranged to enforce five different constant speed -limits.

The more usual requirement is that the train be brought to rest near theentrance to theoccupied block, irrespective of the speed at which it is moving when it passes the tripper. On level track, if the trippers are located at a uniform distance in the rear of the block, this requirement is met by'a single cam of the type first described, in which the slope of the cam at each point corresponds to the maximum safe speed for the corresponding pointon thetrac'k;that is, to

the maximum speed from which the train can be brought to rest withoutentering the occupied block. The safe speed is a maximum at the time when the tripper is passed. It diminishes as-the entrance to the occupied block is approached. Immediately in the rear of the occupied block it is zero. The corresponding position of the follower arm as is the bottom of its stroke when the con-' tacts controlling the lamp "66 and the magnet valve 67 are opened irrespective of the speed of the train. The same cam will approximate the desired result on grades if the distance from the tripper to the entrance of the block is varied in accordance with the maximum distances necessary for stopping the train, with proper allowance for grade.

In Fig. 5 is shown a method by which'motion synchronous withthe revolution of the axle can bemaintained at the cam 40 without actual mechanical connection to the axle. The object is to avoid the cumbersome gearing necessary for di-rect'drive from the axle and to permit of locating the train control mechanism at any convenient point in the car. in a device of this character it is important that any failure of the apparatus such as interruptions of electric circuits shall cause the device to fail in the safe direction, that is, bring the train to rest. The sector 22 which drives the pinion 21 and the cam 10 is therefore arranged to fall. by gravity toward the stop position, and the electrio connections illustrated are employed only to limit its movements to a speed cor responding to the speed of the train. Any failure of: the electrical devices or circuits will, therefore result in a speed of the train control apparatus higher than that which corresponds to the speed 01? the train. Consequently the brakes would be applied too soon.

1 represents the mechanism case as in Figure 1 within which are mounted all the parts shown in Fig. 1 with the exceptions noted below. The iriction clutch 2O 01 Fig. 1 is omitted. The cam shaft 19 is carried through the case and has attached. to it outside of the case the pinion 21 meshing with the heavy sector gear 22 which tends to drive it in a left hand direction. The cam 21, actuated from the shoe by a crank 25 and a link 27 is adapted to raise the sector gear to the upper limit of its stroke, releasing it when the tripper has been passed. The sh aft 1106 which corresponds to the axle 2 in Fig. 1 also extends through the case, and. carries on its protruding end the revolving held 107 oi a three phase synchronous motor excited as indicated by the battery 64. 108 represents the stationary armature windings oi the same motor, connected as indicated to a commutating device on the axle 2, consisting as indicated of three slip rings 109 and three segments 110, with the necessary brushes. Direct current from the battery 6+1 is received through the segments, commutated and passed out through the slip rings over the wires 111, 112 and 113. H the coin.- mutator revolves in a right hand direction then wires are connected to the battery progressively in. the following order:

111 to positive, 113 to negative.

111 to positive, 112 to negative.

113 to positive, 112 to negative.

113 to positive, 11.1 to negative.

112 to positive, 111 to negative.

112 to positive, 113 to negative.

There is thus produced in the wires 11].. 112 and 113 and in the windings 108 a series of pulsating currents analogous to three phase alternating current. It the brushes 114: and 115 are made wide ei'iough to span two segments through certain portions of the revolution the currents through the windings 108 will more closely approach a true alternating current, increasing and decreasing by three steps in each. direction. When one brush is spanning two bars and the other at the center 01 the third bar, the current through the first two will be at the lowest value and that in the third at the maximum value. When, as in Fig. the brushes are touching only two segments, the current in both will be at the intermediate value.

The segment 22 having been raised by the cam 23 to the position. shown will tend to drop but will be held in step with the rota tion 01? the axle by the synchroi'ious motor. Should the energy supply to the motor tail for any reasons, the speed at which the sertor gear will fall will be limited only by the friction and inertia of the mechanism.

Fig. 4 shows a modification of the electrical control shown in Fig. In this instance in place 01? the motor, electron'iagnets are utilized to actuate an escapement 210 which in turn controls the movement of cam 41). The electromagnets 211. and 21.35 are alternately energized by means oi? rotation of the commutator 2125 thereby vibrating the escapement 210 in synchronism with the speed of revolution of the axle.

lVhile I have disclosed and. described certain practical embodiments oi my invention it is apparent that modifications oi the particular apparatus disclosed may be made without departing from the spirit ol the invention.

What 1 claim is:

1. A controlling mechanism carried by a train con'iprising a memhcr whose motion is proportional to the linear motion oi the train. a member whose motion is limited lo a definite speed. and means loistopping the train or indicating stop to the engini'i man dependent on the relative motidii ol' the first and second members.

2. A controlling mechanism carried by a train romprising a member whose motioh is proportional to the linear motion ol the train. means inde 'icndcnt cl thc movement of the train (cutting to move the said menn her at an. excessive speed, and means dependent on the movement oi the train to restrain it from motion other than syiu-hronous with the motion of the train.

3. A. controlling mechanism carried by a train comprising a meu'ibrr whose motion proportiiimal to the linear motion of the train, a member whose motion is limited to a definite speed. means whereby the second member will cease to more upon a cessation of motion 01 the first member. and means for rontrollii'ig the train dependent upon the relative motion 01' the first and second members.

In a train controlling mechanism. a member adapted to move in relation to the speed 01 travel oi the train, a second mcmber adapted to move at a delinitc speed in :urcordance with lapsed time, means whereby said second member is retarded in its movement in accordance With diminishing or cessation of movement of the train, and means for controlling the train when the first member exceeds the speed of travel of the second member.

5. A controlling mechanism carried by a train comprising a member Whose motion is proportional to the linear motion of the train, means independent of the movement of the train tending to move said member at an excessive speed, a synchronous motor adapted to control the movement of said member, and means controlled by the movement of the train to restrain said motor from motion other than synchronous with the motion of the train.

6. A controlling mechanism carried by a train comprising a member Whose motion is proportional to the linear motion of the train, means independent of the movement of the train tending to move said member at an excessive speed, a synchronous motor adapted to control the movement of said member, and means comprising a commutating device controlled by the movement of the train to restrain said motor from motion other than synchronous With the mo tion of the train.

7. A controlling mechanism carried by a train comprising a member whose motion is proportional to the linear motion of the train, means independent of the movement of the train tending to move the said memher at an excessive speed, and electrically controlled means dependent on the movement of the train to restrain it from motion other than synchronous with the motion of the train.

8. In a speed control device for moving vehicles, an electrical circuit on the vehicle,

an element driven in accordance with the distance travelled by the vehicle, another element driven in accordance with time and means for causing an electrical change in the circuit when the first mentioned ele ment is driven at a higher rate of speed than the second mentioned element.

9. In a speed control device for moving vehicles, an air valve, an electromagnet for controlling said valve, an element driven by the wheels of the vehicle, another element driven by a clock mechanism, electrical contacts carried by the elements, a normally closed circuit for the electromagnet, including the contacts, and means for separating the contacts When the first mentioned element is driven at a higher rate of speed than the second mentioned element.

10. In a speed control device for moving vehicles, traffic controlling means, an element driven by the Wheels 01": the vehicle, another element driven by a clock mechanism, and means for actuating the traflic controlling means to reduce the speed of the vehicle When the elements assume a predetermined relation.

11. In a speed control device for moving vehicles, traflic controlling means, an element driven in accordance With the distance travelled by the vehicle, another element driven in accordance With time, and means for actuating the traffic controlling means to reduce the speed of the vehicle When the first mentioned element is driven at a higher rate of speed than the second mentioned element.

12. In a speed control device for moving vehicles, traffic controlling means, an element driven in accordance With the dis tance travelled by the vehicle, another element driven in accordance With time, and means including electrical contacts operated. by the elements, to actuate the trafiic controlling means to reduce the speed of the vehicle when the speed of the vehicle exceeds a predetermined limit.

13. In a speed control device for moving vehicles, an air valve, an electromagnet for controlling said valve, an element driven in accordance With the distance travelled by the vehicle, another element driven in accordance With time, electrical contacts carried by the elements, a normally closed circuit for the electromagnet, including the contacts, and means for separating the contacts when the first mentioned element is driven at a higher rate of speed than the second mentioned element.

14. In a device for controlling the speed of moving vehicles, traffic controlling means, a distance element, carried along by the vehicle and also a time element, and means for actuating the traflic controlling means to reduce the speed of the vehicle When the speed of the vehicle exceeds a predetermined limit.

In testimony whereof, I have signed my name to this specification.

ELI J. BLAKE. 

